Train control system



1=eb.13,1040.y QT. KNUDSEN 2,190,073

TRAIN CONTROL SYSTEM Filed Feb. 4, 1937 Patented Feb. 13, 1940 PATE-NT OFFICE N v L TRAIN ooN'rRo. SYSTEM 'Charles-'il'. Knuasemchicago, nl. v 'Application February "4, 193i', 'serial No. v124,071

aolaiiifsl* (011" 11n-+26?" The invention relates to a train control system and, more particularly, vto a novel method `of switching train cars. l

In switchingtrain cars it is the prevalent method of Adisengaging the end car from' the remainder of the train and permitting the end car, after halting of the train, to continue to roll under its momentum' onto the switchy lead,

whence it is caused to continue on a desired' track to be reduced in speed by a retarder. I

This method of switching is very undesirable because the cars have considerable slack between one another and upon bringing the train `to a standstilL'or uponstarting, the impact "between cars and engine vcauses wear and tearand damage to content, thereby increasing the cost *orv sperli-4 tionbo'th of the cars and the engine.

'In addition, the jerks accompanying this` s method of switching, renders the uncouplin'g' of the end car extremely hazardous, frequently resulting in loss of lifes -A It, therefore, constitutes the` principal object of the invention toprovide a novel method of switching cars by eliminating impact, therebyn rendering the disengagement of the end car or cars v less hazardous.

A further object aims at providing manually'- operated means for controlling `the train from a distance thereof.

Another object aimsA at, providing means for stopping a train in such manner that the rough',`

handling of the cars is eliminated and the train cars are in direct contact with one another so that there is no slack.

A still further object aims at-providing a 'novell method of switching cars on an *inclined* track without theemployment of an engine.

Another object aims at providing a new method of switching cars on an inclined track without the employment of an engine and without the jerks and impacts incident to ca rr switching.

With these and other important objects in` lead controlled from the tower 2l.

lead'showing the `retarders arranged in accord` ance with my invention, and i Y .Fig. 4 islan elevational view of switch yard having an' inclinedytrack to replace the hump yard. i i

Referring to Figs. land 2 of the drawings, a hump yard lll is` provided wherea train generallydesignated by Il is on the hump lead |2 and when. reaching the position indicated vby i I3, the end car I4 is`dis`engaged to permit it to continue to move under its'momentum onto the switch lead .l5 where a number of lswitches I6 connect the switch lead with tracks ll equipped i In order toswitch the end car 22A while the train is in motion towardsswitch lead 2d loi the classiiicationtracks,and proper speed, has been attained, retarders 20 are applied throughout thetrain `23.with` the exception of the end car 22, being Ithelforemost car, and which hasbeen uncoupled before the retarding 'action is set up as applied to the remaining cars of the train.

By applying a retarding force throughout the train, with the exception of the uncoupled car, the halting of thetrain or checking the speed thereof `is carried out gradually as desired, `and is preferably don-e to `eliminate jerks or' impactsl and, inaddition, the cars are in close or compact arrangement withoutslack at the time of separation "of the uncoupled car. i

`Attention is called to the fact that, by

the train is taken away from the engineer and the train controlled from a point where greater visibility obtains; eliminating thenecessity of givingk signals to start or stop'.

The particularl type of retarders used may be ofmechanical or magnetic construction, or may be of any kind suitable or preferred for the purpose assigned. f

The end car 22 when released upon stopping of the train, or checking the speed thereof, continues to roll onto the switch lead 24, where a plurality of switches 25`enable the car to Abe switched onto the selected track. The control 2| allows for better judgment of momentum of cars being switched. l

In Fig. 4 an incline 26 takes the place of a hump yard. Retarders 2l at the yardl lead are` using retarders for'stopping the train, the control of individual cars and the bunched relation thereof' 40E` controlled from the tower 28 and serve to hold is braked and the cars continue to move (to the. t

right in Fig. 3) under their momentum, the cars are in bunched relation Without any slacktherebetween when the locomotive comes to `a dead.

stop. At this time, the retarders 20 are applied to all of the cars to maintain the bunched relation of the cars and to prevent the accumulation of slack in the couplings.

Thereupon the trainis caused to descend (to the left in Fig. 3), in the same bunched relation,

without slack between the cars, and when the train attains proper speed, the end car or cars are uncoupled while the train is in motion, and

, when the uncoupled` car or cars have passed beyond the controlled retarders, the Aoperator quickly applies the retarders to allof the rest of the cars'of the train or at least to the rear' end portion of the train, halting the train orchecking the speed thereof, and yet without the accumulation of slack between the cars, to permit the uncoupled car or cars to proceed to the selected classification track.

Thereafter, the retarders of the train may be released to permit further descent of the train on the incline for the successive uncoupling of additional cars, the elimination of slack between continuing, since the retarders, when applied to stop the vtrain or reduce the speed thereof, continue to maintain the compact arrangement of the cars and to maintain thel elimination of` slack therebetween; and the multiple braking effect. exercised by the retarders, hastens the' halting or slowing up of the train. The suc-I' cessively uncoupled cars having'passed beyond the influence of the retarders, continue by their momentum to a selected branch track.

While the preferred sequence of lsteps of a novel method for switching cars and controlling trains has been described, the method may bevaried.

It is not intention to be limited to the. .exact sequence of steps of the method, but wish to include all changes, variations and modications falling within the purview of my invention,

and, therefore, wish to claim my invention as broadly as the state of the art permits.

claim: I l. A system of switching cars in a caryard having a plurality of branch .tracks connected to an inclined main track, including the steps of moving a train consisting of a plurality of coupled cars onto said main track, stopping and thereafter reversing the movement of the train by a force applied to the uppermost car of the train, uncoupling the lower end car or cars to be switched, and immediately thereafter applying from a central point near the main track and extraneous to the cars a retarding action on the balance of train cars With at least the greatest braking eect on the lower end car to cause'stopping of the train and thereby maintaining Ythe compact arrangement between individual train cars, said uncoupled end car or cars proceeding under momentum to selected branch tracks.

`2.` A system of switching cars as set forth in claim 1, including the steps of successively unhaving va plurality of branch tracks connected to an inclined main track, including the steps of moving a'train consisting of a plurality of coupled cars onto said main track,- stopping and thereafter reversing the movement of the train by a force applied tothe uppermost car of the train, uncoupling the lower end car,I or cars to belswitched, and immediately thereafter applying from a central point near the main track and extraneous .to'the cars a retarding action on the balance of train cars with at least the greatestvbrakingeffect on the lower end car to cause slowingup of the train and thereby maintaining-the compact arrangement between individual train cars, said uncoupled end car or cars proceeding under momentum to selected branch tracks- I 4. Asystemof fswitching cars in a car yard havinga plurality .of branch tracks connected to a main track, including lthe* steps of moving forwarda train consisting of. a plurality of coupled cars onto said 'main track, stopping said train and thereafter reversing the movement of the train Vbyaforce applied to the forward car of the train, uncoupling the endv car or cars to beswitched, and thereafter immediately applying from a central `point near the main track and extraneous to the cars a retarding action on the balance of traincars with at least the greatest braking eifect on the rearward end car to cause slowing up of the train and thereby maintaining the compact arrangement between individual train cars, said uncoupled end car or cars proceeding under momentum to selected branch tracks.

5. A system, of switching cars as set forth in claim 4, including the steps of successively uncoupling additional end cars to be switched and releasing the retarding effect on' said additional uncoupled cars to permit their movement onto a selected Abranch track.

CHARLES T. KNUDsEN. 

